Safety device for locomotives



June 7,1927. 1,631,868

, H. S. JOHNSON SAFETY DEVICE FOR LOCOMOTIVES Filed July 2.5. 1926 2 Sheets-5h86?, 1

l qu I lef 2/ /7 gru/manioc June 7, 1927.

- H. s. JOHNSN i SAFETKDEVICE FOR LocoMoTIvEs Filed July 25. 1925 2 sheets-sheet. 2

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.l illllilllll Il llllllllll Patented June 7, 19.27.

HARLY S. JOHNSON, OF ERWIN, TENNESSEE. Y

sarn'rvniivrcn non Locoivio'rrvns. f

Application leri July 23, 1926. Serial No. `124,519.

This invention relates to safety devices for locomotives and moi'eparticularly to a device for applying the brakes of a train in event the pony truck of thel locomotive becomes derailed' in any manner.

A further obj ectof the invention is to pro vide a device of this' character which may be applied to the pony truck without the necessity of placing any portions ofthe apparatus upon the locomotive deck or walkways, thus improving the structure disclosed in my prior Patents, No. 1,556,839, granted October 13, 1925, for safetyv devices forlocomotive trucks, and No.i1,586,448,fgranted May 25, 1926, for safety devicesfor locoinotive trucks.V Devices of the character illustiated in these prior patents, when applied to four wheel trucks on locomotives, necessitating the use of a network of rods and levers,'some of which necessarily project over the deck and walk-ways Lof the locomotive, which is a violation of; interstate laws controlling the operation oflocomotives.

A further and more specific object of the invention is to provide a device ofthis character which will permit normal operation of the locomotive truck without any operation of the air valve but, which uponabnormal operation of the truck, will cause the air valve to be fully opened, applying the brake-sand maintaining them applied until this air valve has been reset by hand.

As is well known t0 those familiar with the art, the pony trucks of locomotives are located at the forward end of theV locomotive and are usually spriiig-connected with tlie frame. The locomotive frame is relatively long and very rigidv and since the majorfpor# tion of the weight` thereof lies rearwardly of the foremost driver of the pony truck,

there isv no tendency of the locomotive toA tip when the pony truck becomes derailed. Thus, it is possible, for a pony truck to become derailed and remain derailed andi unnoticedl during the operation ofthe locomor tive until it encounters some obstruction, moving itV to a: position where it will act to derail thev locomotive itself. Due to the connection of the pony truckr with` the locomotive, there is a considerable relative movement between the frame of the locomotive and the pony truck. For example, in; hilly country, where the grade is constantly changing, the truck and adjacent portion of the frame .move toward oi' away from one another. for a considerable distance.. Thus, a

device forl stopping the train in eventvof derail-ment must allow for considerable vertical play of the truck. vIt must also allowfora considerable variation in anglebetween the truckfi'ameand locomotive fra-me, for the reason that in turning curves, the pony truck Y vbei-'ng well in advance'isaffected much earlier than the frame by the curve. Since there; 1s so much movement, nodirect connection'can be provided, for -a direct ,connectionnwill re`- 'sult in a partial operation of the controlling which will permit all normal movements of the pony truck rand which will not Abe par,-

tially operated by .any of such movements and'iwhich, at the same time, will be i'm i mediately and vfully operated in event of de-v iailment orV abnormal displacement `olf the pony truck with 'relation to the locomotive frame. l

These and other objects I attain by the con- .struction shown in the; accompanying drawings, wherein for the purpose of illustration is shown a preferred embodiment of my in-y vention and wherein z-Y Figure 1 is aview partially in side elevationl andl partially in section showingfa. safety device constructedin accondance. with my invention applied to theiframe and pony truck of' a locomotive.;

Figure 2 isa section on the line 2-2' of Figure 1;

Figure' 3 Figure I; uFigure 4 is an end elevation ofl the lian,- c e; c r v Figures 5 andV tifare views; at right angles to,V one another showing-a modified construction, for connecting the valve withthertruck. Referring now more particularly to'the is a section onl the line 8-3 of drawings, the numeral 10: generally designates al cylinder,- one head 11 of which is formed with-an outwardly extending; web 12 through 'which may be directedysecuring elements 13v forA securing the valve to the pilot beam 1,4 of the engine frame 15. This web-is provided withaqdependin vflange 16 substantially radiali to the axis` o thecylin.- dei'v and* having at its'outer end an exten sion forming a nose 17, the outer edge of which is provided with ay notch 18. The

abnormal Ytrain line pressure.

tension Ao'lIrv the spring 25 ot which `may be adjusted by a threadefil plug 26 engaged in the-outer end of the handle and against which one end of .the spring bears.k The 1n- -ner end of this plunger .engages in the notch 18 to hold the handlein normalposition, the lower tace o'l the plunger being beveled at 27,so 'that the plunger will be forced to recede against the action oi.B its spring upon pressure against the outer end of the handle.

lVthin the cylinder is arranged a piston 28, the lower end ot which has applied thereto a cup washer 29 or other means tor sealing against the leakage of pressure between the walls oi the piston and the walls of the cylinder. This piston hasan opening -or recess 30 in which is engaged the inner end 31 of the handle, so that when the handle is shifted about its pivot, the pist-on is raised or lowered. The walls ot the cylin- `der have an inlet port 32 which communicates with the interior of the cylinder at the lower end thereof, and at a point spaced slightly above its lower end, the walls of the cylinder are'pertorated by openings 33.

The port 32 isradapted for connection with the train line and when'the piston 28 has been moved upwardly a Apredeterniined distance, the ports 33 arev uncovered and the train line pressurev can escape therethrough. Thelowerend oi the cylinder is closed by a removable head ot any suitable construction.

It will be obvious that the train line pressure is constantly act-ing` upon the piston 2S to elevate the same and that this elevation is resisted `by the lock applied to the handle. If, however, the handle has sutlicient pressure applied thereto to dislodge the plunger from the notch 18, this pressure, together with-the weight of the handle, will cause the Yhandle to move downwardly until it is vertically disposed, fully opening the ports 3l and insuring an immediate reduction ot' the Y An actuation ot the handle'by abnormal relative movement of the locomotive irame and the pony truck frame 34 may be obtained in either of two manners. In Figures l and 2, I have shown the handle, the outer en d of which is widened transversely, as having secured thereto a plate 35 of desired length, the ends of which are upturned :and oppose they free edge 36 of a plate 37 which is secured to the truck frame. Inv applying the valve and plate to cent face 'et the flange 16.

the pilot beam and truck, care is taken that the upturned 'ends 35 of the plate 35 are spaced from the tree edge 36 of the plate 37 a. distance. equalk to the maximum distance through" Vwhich the truck moves away from the pilot beam in normalV operation.

llt will, ot course, be obvious that as the truck moves awaytrom the pilot beam, the iree edge 36 approaches the tlanges 35 and it this movement is excessive', will engage therewith. .Movement of the' truck traine toward the locomotive will, o' course, cause a separation o'l the flanges 35 and free edge 3o' ot the plate 37, so that no operation will take place. -Thusull freedom oit movement oit thetruck trame in a vertical direction is provided ttor. .By placing the valve and plate'at the approximate center ot the vehicle, the relative Vnlovement at curves is reduced to a minimum and the plates 35 and 37 can be made of proper width to compensate tor this and insure the plates 36 overlying the plate 35 at all times.

ln the form shown in `Figures 5 and 6, I employ i connection similarto that shown in my prior Patent, No. 1,586,448, above reierred to. Here yokes 38 areconnected to the truck trame., these yokes providing*transversely elongated eyes 39 upon" the truck frame. A stirrup 40 engages the yoke and has its upperend directed through a guide 41 secured to the lower head ot the cylinder Vby the bolts 42 securing this lower head to the cylinder. The upper end of .the yoke ris provided with* an L-shaped head, one arm 43 ot which is secured to the yoke and the other arm 44 of which is directed between the upper surface ot' the handle 21 and the adj anotched at 45 immediately inward ot the nose 17 to permit the passage of this arm. The arm is provided with spaced lugs 4G engaging'- opposite side faces ot the Hange, so that transverse displacement of the arm is prevented; The guide and yoke connecm tion ot the arm, together with therpivotal mounting ot the arm upon the lever and within the notch, will permit the truckt'rame to have all necessary freedom tocompensate for rotating movements of the'truck trame with relation tothe engine trame. rlhe yeye 47 of the arm which receives the yoke is vertically elongated to provide for all neces-- sary verticalmovement on the part of the truck trame,` y Y 'i f It will be obvious that the constructions of this character may be very readily applied to the locomotive'and will efectually act to prevent movement of the locomotive immediately upon derailment of the pony truck; It will likewise be obvious that the structure illustrated' isfcapable ot acertain range 'of change and modiiication withoutmaterially departing from the spirit ot the Vinvention and I accordingly do not limit till lim

The flange is Y lla til)

myself to such specific structure except as hereinafter claimed.

l. In a safety device for indicating derail'- ments of locomotive trucks and iii-combination with the frames of the truck and locomotive, a cylinder having a port in the wall thereof secured to one of said frames, a connection between the cylinder at one end thereof and Va train line pipe of the 7locomotive, a piston within the cylinder and normally urged to the opposite endv of the cylinder by the train linepressure, a handle for shifting the piston, a latch yieldably resisting movement of the handle from a position in which the pistoncloses communication between the train line pipeand said port and an operative connection between the other of the frames and said handle shifting the handle to disengage the same from, the latch uponnabnormal separation of said frames.

2. ln a safety. device for indicating deiailments of locomotive trucks and in combination with the frames ofthe truck and locomotive, a cylinder having a port in the wall thereof secured to one of said frames, a connection between the cylinder at one end thereof and a train line pipe of the'locomotive, a piston within the vcylinder and normally urged to the opposite end of the cylinderuby the train line pressure, a handle for shifting the piston', a latch yieldably resisting movement of the handle from a position in which the piston closes communication between V the train line pipe and said port and an operative connection between the other of the frames and said rhandle shifting the handle to discngage' the saine from the latch upoiiabnormal separation of said frames, one end of said cylinder having an extension provided with a nose, the handle being pivoted to the cylinder and engaging the piston through an opening formed in the wall theieof, said handle being provided with a spring-pressed plunger engaging` a notch in said nose when the handle is'insaid position.

8. In a safety device for'indicating deiailments of'locoinotive trucks and in com-` bination with the frames of the truck and locomotive, a cylinder having a port in the wall thereof .secured to one of said frames, a connection between the cylinder at one end thereof and a train line pipe of the locomotive, a piston within the cylinder and normally urged to the opposite end of the cylinder by the train line pressure, a handle for shifting the piston, a latch yieldably resisting movement of the handle from a position in which the piston closes communicalion between the train line pipe and said port and an operative connection between the other of the frames and said handle shifting the handle to disengage the saine from the latch 'upon abnormal separation of saidy frames, one end-- of the cylinder having a.

head extended to provide an atta-ching plate whereby; it may be secured to the associated frame, said attaching plate having a flange providing a nose in spacedrelation to the cylinder, the handle being pivoted to the cylinder and engaging the piston through an opening formed in tliewall of the cylinder, said handle having a spring-pressed vplunger engaging a notch in the nose when the handle is in said' position. f e 'l 4l. In a safety device for indicating derai-linents of locomotive trucks and in combi'- nation with the frames of the truck and locomotive, a cylinder having a port in the wall thereof secured to one of said frames,

aconnectionbet-ween the cylinder at one end thereof and a train line pipe of the locomotive, a piston within the cylinderand noi'-` mally urged to the opposite end` of thecylinderby the tra-in line pressure, a handle for shifting the piston, a latch yieldably resisting movement of the handle from a position in which the piston closes communication between the train line pipe'andi said port and an operative connection between the other of the frames and said handle shi-fting tendingthrough a slot'formed in the handle. 'i

In a .safety device for indicating derailnients of locomotive trucks and in. coinbiiiat-ion with the frames'ofv the truck and locomotive, a cylinder-having a port in the wall` thereof' secure-d to one ot. said frames, a connection between the cylinder at one end thereof and a train line pipe of the locomotive, a piston within the cylinder and noi'- mally urged to the opposite end of the cylinder by the train line pressure, a handle for shifting the pis-ton, a latch yielda-bly resisting movement of the handle from a position in which the piston closes communication between the train line pipe and said port and an operative connection between the other of the frames and said handle shifting the handle to disengage the same from the latch upon abnormal separation of said frames, one end of the cylinder having a head extended to provide an attaching plate whereby it may be secured to the lassociated frame, said attaching plate having a flange providing a nose in spaced rela- 'tion to the cylinder, the handle being pivoted to the cylinder and engaging the piston through an opening formed in the Wall of the cylinder, said handle having .a springpressed plunger engaging a` notch in the nose when the handle is in said position, the nose extending through a slot formed in the handle, said handle when the piston is moved to the opposite end oit the cylinder by the train line'pressure being completely disengaged troni said nose and extending longitudinally ot' the cylinder. Y

6. In a safety device for indicating deraihnents ot' locomotive trucks and in coinbination with the iframes ot' the truck and locomotive, a cylinder having a porti in the Wall thereof secured to one of said trames,

va connection between the cylinder at one end thereoi and av train line pipe ot the locomotive, a piston within thecylinder and normally urged to the opposite end ot the cylinder by the train line pressure, a handle for shifting the piston, a latch yieldably resis'ting movement ol the handle from a position in Which the'piston closes comn1unication between the train line pipe and Said port and an operative connection between the other of the trames and said handle shifting the handle to disengage the samevtrom the latch upon abnormal separation oit said trames, one end of the cylinder having a head extended to provide an attaching plate Whereby it may be secured to the associated frame, said attaching plate having a flange providing a nose in spaced relation to the cylinder, the handle being pivoted to the cylinder and engaging the piston through `an opening formed in the Wall ot the cylinder, said handle having a springpressed plunger engaging a notch in the nose When the handle is in said position, the nose extending through a slot formed in the handle, said handle when the piston is moved to the opposite end of the cylinder by the train line pressure being completely disengaged from said nose and extending longitudinally of the cylinder, the vconnection between the other of the trames and the handle including a yoke operatively engaged With said other frame to permit normal relative Y movement of the traine without disengage-V ment of the handle. n

'7. In a safety device for indicating derailments ot'loeomotive trucks and in combination with the frameset the truck and locomotive, a cylinder having a portin the Wall thereof secured to one ot' said trames, a'connection between the cylinder at one end thereof and a t 'ain line pipe ot' the locomo-4 tive, a piston Within the cylinder and nor-` mally urged to the opposite endL oit the cylinder by the train line pressure, a handle for shitting the piston, a latch yieldably resisting movement otl the handle from a position in which the piston closes communication between the train line pipe and said port and an operative connection between the other of the trames and Said handle shittingV the handle to disengage the same from the latch upon abnormal separation ot said frames, one end of the cylinder having a head extended to provide an attaching plate whereby it may be secured to the associated trame, said attaching plate having a tlange providing a nose in spaced relation to the cylinder, the handle being pivoted to the cylinder and engaging the piston through an opening formed in thewalll ofathe cylinder, said'handle having a spring-pressed plunger engaging a notch in the nose when the handle is in said position, the nose eX tending through a slot formed in the handle, said handle when the piston is moved to the Aopposite end of the cylinder by the train line pressure being completely disengaged 'from said nose and extending longitudinally of the cylinder, the connection between the other of the frames and the handle :including ay yoke operatively engaged With ysaid other trame to permit normal relative movement ot the frame Without disengagement signature. i

I-IARLY S. JOHNSON. 

